Track lubricator



June 10. I924.

G. A. LONG TRACK LUBRICATOR INVENTOR e a9.

ATTORNEY Patented June 10, 1924.

GEORGE A. LONG, OF SEATTLE, WASHINGTON.

TRACK LUBRIGATOR.

Application filed June 11, 1923. Serial No. 644,791.

To all whom it may concern.

Be it known that I, GEORGE A. LONG, a citizen of the United States, residing at Seattle, in the county of King and State of Washington, have invented a new and useful Track Lubricator, of which the following is a specification.

My invention relates to improvements in track lubricatoi's adapted for installation on all vehicles that run on tracks, and the prin: cipal objects of the invention are to provide a track lubricator which is simple and economic in design, durable and substantial in construction, efficient and reliable in operation, and which will prolong the life of the rails by automatically supplying oil to the track at all points where lubrication is desired. Other objects are to provide automatic means whereby the device will pass all track obstructions without damage and will immediately adjust itself to again supply lubricant tothe needed points. Further objects are to provide a track lubricator that is self lubricating and which embodies means for preventing the application of oil to points where lubrication would be detrimental.

With the above and other objects in view which will appear as the description proceeds, the invention consists of the novel construction, adaptation, arrangement and combination of parts hereinafter described and claimed. These objects are accomplished by devices illustrated in the accompanying drawings, wherein" Figure 1 is a view in side elevation showing the device installed on a fragmentary part of a vehicle;

Fig. 2 is a View in front elevation of the same;

Fig. 3 is a top plan view of the ball and socket joint.

Fig. 4 is a View in central vertical section taken substantially on a broken line 4, 4 of Fig. 3;

Fig. 5 is a view in central vertical section taken on a broken line 5, 5 of Fig. 3 and showing the ball partly in elevation;

Fig. 6 is a detail view in side elevation of the nozzle; and

Fig. 7 is a view in front elevation of the same. j

Referring to the drawings throughout which like reference numerals designatelike parts, the numeral 5 indicates a pipe which earls from oil supply tank, not shown.

Said pipe connects with a ball and socket joint designated as a whole by the numeral 6.

The pipe 5 connects directly with a male socket member 7 and the passageway through said pipe continues centrally through said male member as at 8. A bracket 9, integrally or fixedly secured to said male member, is bolted or otherwise secured to a stationary part of the vehicle usually adjacent the foremost or lead wheel, such as the journal bearing 10, clearly shown in Figs. 1 and 2 of the drawings, and more fully hereinafter described.

A ball 11 fits snugly against the inner bearing surface of the male member 7 and a female socket member 12, secured to said male member, is adapted to retain said ball in its operative position. The lower flange of said male member abuts against an annular shoulder 13 within said female member whose inner bearing surfaceis machined so that the ball will turn smoothly therein as may be readily understood.

Diametrically opposite spring pockets 14 are provided within the ball and socket j oint- 6 extending partly into the male member 7, ball 11, and female member12 respectively, as shown in Figs. 3 and 4. Equalizer springs 15 are housed within said pockets with their upper ends bearing against said male member and their lower ends seated partly against said ball and partly against said female member for reasons presently set forth.

Another spring pocket 16, at right angles to the alignment of the pockets 14, extends partly within the male member 7 and partly within the ball 11 wherein a back spring 17 is seated. A pivot pin 18 is integral with or secured to said ball at a point diametrically opposite said back spring. Said pin'works within a slot'19 provided within said male and female members which limits the vertical and restricts the horizontal rotary movement of said ball. V

A vertical conduit 20 passes through the ball 11 and is arranged to register with the passage 8. Said conduit continues through a depending pipe 21 secured to or integral with said ball. The lower portion of the female member 12 is provided with an enlarged opening 22 around said pipe to allow swinging movement of same w en saidbaH is caused to move o n-it'sgaxisl A. nozzle 23 is threadedly secured to the lower end of the pipe 20. The discharge end 24: of said nozzle is enlarged and a sponge or other similar substance is usually placed therein to restrict the flow of oil. A screen plate 25 is ordinarily secured over the outlet end to hold said sponge in place and grooves 26 are provided in the sides thereof to allow the oil to spread. It will be understood that- I do not limit myself to this specilic design of nozzle for the reason that street railway systems use a flange. head rail and said nozzle may have a double outlet for the purpose of oiling the rail flange as well as the ball.

As hereinbetore stated the device is attached to a part of the vehicle w iich retains a fixed relation with the track and in such position that the discharge end 2% of the nozzle will normally follow the curve and camber of said track. Ordinarily two lubricator devices are used on each vehicle or train, one being secured on each side adja centthe inner side of the foremost wheel and at a sullicient distance forward, or aft, therefrom to prevent Contact therewith when the device meets with an obstruction as incicated in 1 of the drawings. 1

lVhen the'nozzle 2 meets withan obstruction the equalizer springs 15 will absorb the shock and allow said nozzle to swing over the obstruction, with the ball 11 acting as the pivotal center, and said springs will l1n mediately bring the nozzle back to its normal position in engagement with the inner side of the rail head. f

The back spring 17 will normally hold the nozzle 23 against th ball 0% the rail and the pivot pin 18, on coming in contact with the upper wall of the slot 19, will prevent said nozzle fromriding on top of the rail tread, and in fact will restrict its movement to prevent oiltrom being spread on top of the rail head where lubrication is to be avoided.

The discharge end 2st of the nozzle is rounded so that same may ride over an obstruction and slide easily back to its normal position. lit will thus be seen that the device is adapted to pass all track obstructions such as frogs, cross-overs, and all other obstacles met with at switches, crossings, turn-outs and other intersections. i

The oil may either be supplied by gravity or by forced feed using steam or compressed air. It will be obvious that the bail and socket joint 6 will be self-lubricating, and the copious supply of oil always present at the discharge end of the nozzle 23 will serve when the vehicle isbacking, and it is self evidentthat same may be mounted to the rear of wheelifso "desired;

On straight stretches of track the lateral clearance of the rails will serve to lessen the discharge of oil, while on curves the reduced speed of the vehicle together with the centrifugal force pushing the flanges of the wheels against the outer rail will cause a plentiful supply of oil to be furnished where lubrication is primarily desirable.

it is well understood that the rolling action of the wheels on poorly lubricated track, particularly at places where the wheel flanges are in direct contact with the rail heads, results in metallurgical decomposition, ahrading and detrusion ot' the inner rail balls which become beaded, ravelled and broomed. In addition to the damage to the ails this rail-wear causes an increased resistance to traction, waste of energy, wearof the wheel flanges, and danger of derailment. The primary object 01" the invention is, in so far as possible,to decrease the percentage of this enormous loss.

From the .it'oregoing description taken in connection with the accompanying drawings, the "form of construction and method or operation of my track lubricator will be readily apparent to those skilled in the art to which the invention relates, and, while I have described the principle of operation. in connection with the dcvicewhich I now consider to be the best embodin'ient thereof, it will he understood that the device shown is merely illustrative and that such changes may be resorted to as are within the scope and sp'i it of the invention.

Having thus described my invention what i claim and desire to secure by Letters latent is l. A railway track lubricator comprising an oil supply pipe, means carriedby a vehicle for supporting said lubricator, a nozzle, a ball and socket connection between said pipe and nozzle, springs housed within said lubricator for regulating said connection to yieldingly hold said nozzle in its norn'ial depending position, and another spring housed within said lubricator adapted to retain the discharge end of said nozzle in engageable relation with the track of said vehicle.

2. A railway track lubricate comprising an oil supply pipe. means'car'ied by a vehicle for supporting said lubr fat 1", a nozzle, a screen plate on said nozzle, a hall and socket joint between said pipe and nozzle, a pivot pin within said joint arranged to limit. the vertical and restrict the horizontal rotary movement of same, springs housed within said lubricator and interposed be tween the male and female members of said joint to yieldingly retain the nozzle in engageable relation with the track-of said vehicle substantially as specified.

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